PICTURE OR PLACE? A MULTIPLE SORTING STUDY OF LANDSCAPE

Previous research has often used photographs as a tool for examining preference for landscape and in clarifying an understanding of what is aesthetically pleasing. Implicit in their use is the assumption that they will be regarded by the participants asrepresentingthe places shown. The present study demonstrates that there is a theoretical and empirical distinction between evaluations of pictures and evaluations of the places they represent, and thus future research needs to distinguish between evaluating thecontentof the photograph and theplacesrepresented in them. Using a sorting task, 41 participants sorted 20 photographs of local places, which they knew, in a free sort and a directed sort. The directed short instructed the participants to think about the places in the photographs, and to sort the items according to their knowledge of those place. Analysis of the first sort showed that items were grouped according to the content of the photograph, focusing on land form and the presence of water. The second sort showed that the items were grouped according to memories and sense experiences other than just the visual information presented in the photographs. The results showed that the participants conceptualise photographs differently according to whether they are asked to evaluate the photograph or the place represented by the photograph. Landscape evaluation research therefore needs to be clear aboutwhatis being evaluated, picture or place.     

Tissue radionuclide concentrations in water birds and upland birds on the Hanford Site (USA) from 1971-2009

Historical operations at the Hanford Site (Washington State, USA) have released a wide array of non-radionuclide and radionuclide contaminants into the environment. As a result, there is a need to characterize contaminant effects on site biota. Within this framework, the main purpose of our study was to evaluate radionuclide concentrations in bird tissue, obtained from the Hanford Environmental Information System (HEIS). The database was sorted by avian group (water bird vs. upland bird), radionuclide (over 20 analytes), tissue (muscle, bone, liver), location (onsite vs. offsite), and time period (1971-1990 vs. 1991-2009). Onsite median concentrations in water birds were significantly higher (Bonferroni P < 0.05) than those in onsite upland birds for Cs-137 in muscle (1971-1990) and Sr-90 in bone (1991-2009), perhaps due to behavioral, habitat, or trophic species differences. Onsite median concentrations in water birds were higher (borderline significance with Bonferroni P = 0.05) than those in offsite birds for Cs-137 in muscle (1971-1990). Onsite median concentrations in the earlier time period were significantly higher (Bonferroni P < 0.05) than those in the later time period for Co-60, Cs-137, Eu-152, and Sr-90 in water bird muscle and for Cs-137 in upland bird muscle tissue. Median concentrations of Sr-90 in bone were significantly higher (Bonferroni P < 0.05) than those in muscle for both avian groups and both locations. Over the time period, 1971-2009, onsite median internal dose was estimated for each radionuclide in water bird and upland bird tissues. However, a meaningful dose comparison between bird groups was not possible, due to a dissimilar radionuclide inventory, mismatch of time periods for input radionuclides, and lack of an external dose estimate. Despite these limitations, our results contribute toward ongoing efforts to characterize ecological risk at the Hanford Site.     

A conceptual framework for analyzing deltas as coupled social–ecological systems: an example from the Amazon River Delta

At the nexus of watersheds, land, coastal areas, oceans, and human settlements, river delta regions pose specific challenges to environmental governance and sustainability. Using the Amazon Estuary-Delta region (AD) as our focus, we reflect on the challenges created by the high degree of functional interdependencies shaping social–ecological dynamics of delta regions. The article introduces the initial design of a conceptual framework to analyze delta regions as coupled social–ecological systems (SES). The first part of the framework is used to define a delta SES according to a problem and/or collective action dilemma. Five components can be used to define a delta SES: social–economic systems, governance systems, ecosystems-resource systems, topographic-hydrological systems, and oceanic-climate systems. These components are used in association with six types of telecoupling conditions: socio-demographic, economic, governance, ecological, material, and climatic-hydrological. The second part of the framework presents a strategy for the analysis of collective action problems in delta regions, from sub-delta/local to delta to basin levels. This framework is intended to support both case studies and comparative analysis. The article provides illustrative applications of the framework to the AD. First, we apply the framework to define and characterize the AD as coupled SES. We then utilize the framework to diagnose an example of collective action problem related to the impacts of urban growth, and urban and industrial pollution on small-scale fishing resources. We argue that the functional interdependencies characteristic of delta regions require new approaches to understand, diagnose, and evaluate the current and future impacts of social–ecological changes and potential solutions to the sustainability dilemmas of delta regions.     

Engaging stakeholders in research to address water–energy–food (WEF) nexus challenges

The water–energy–food (WEF) nexus has become a popular, and potentially powerful, frame through which to analyse interactions and interdependencies between these three systems. Though the case for transdisciplinary research in this space has been made, the extent of stakeholder engagement in research remains limited with stakeholders most commonly incorporated in research as end-users. Yet, stakeholders interact with nexus issues in a variety of ways, consequently there is much that collaboration might offer to develop nexus research and enhance its application. This paper outlines four aspects of nexus research and considers the value and potential challenges for transdisciplinary research in each. We focus on assessing and visualising nexus systems; understanding governance and capacity building; the importance of scale; and the implications of future change. The paper then proceeds to describe a novel mixed-method study that deeply integrates stakeholder knowledge with insights from multiple disciplines. We argue that mixed-method research designs—in this case orientated around a number of cases studies—are best suited to understanding and addressing real-world nexus challenges, with their inevitable complex, non-linear system characteristics. Moreover, integrating multiple forms of knowledge in the manner described in this paper enables research to assess the potential for, and processes of, scaling-up innovations in the nexus space, to contribute insights to policy and decision making.     

Tetracycline as a selector for resistant bacteria in activated sludge

Tetracycline, one of the most widely used antibiotics, is excreted into wastewater after consumption by humans and animals. The focus of this research was to evaluate the fate of tetracycline resistant bacteria in the activated sludge process as a function of tetracycline loading. The studies were conducted with aerobic biological sequencing batch reactors (SBRs). When comparing 250 microgl(-1) tetracycline fed SBRs with parallel SBRs having a background influent wastewater tetracycline concentration of approximately 1 microgl(-1), tetracycline fed reactors were found to have increased concentrations and production rates of tetracycline resistant bacteria, higher net growth rates of resistant bacteria, and higher percentages of tetracycline resistant bacteria, which were amplified by increase in organic loading and growth rates.     

Variations in speciated emissions from spark-ignition and compression-ignition motor vehicles in California's south coast air basin

The U.S. Department of Energy Gasoline/Diesel PM Split Study examined the sources of uncertainties in using an organic compound-based chemical mass balance receptor model to quantify the contributions of spark-ignition (SI) and compression-ignition (CI) engine exhaust to ambient fine particulate matter (PM2.5). This paper presents the chemical composition profiles of SI and CI engine exhaust from the vehicle-testing portion of the study. Chemical analysis of source samples consisted of gravimetric mass, elements, ions, organic carbon (OC), and elemental carbon (EC) by the Interagency Monitoring of Protected Visual Environments (IMPROVE) and Speciation Trends Network (STN) thermal/optical methods, polycyclic aromatic hydrocarbons (PAHs), hopanes, steranes, alkanes, and polar organic compounds. More than half of the mass of carbonaceous particles emitted by heavy-duty diesel trucks was EC (IMPROVE) and emissions from SI vehicles contained predominantly OC. Although total carbon (TC) by the IMPROVE and STN protocols agreed well for all of the samples, the STN/IMPROVE ratios for EC from SI exhaust decreased with decreasing sample loading. SI vehicles, whether low or high emitters, emitted greater amounts of high-molecular-weight particulate PAHs (benzo[ghi]perylene, indeno[1,2,3-cd]pyrene, and coronene) than did CI vehicles. Diesel emissions contained higher abundances of two- to four-ring semivolatile PAHs. Diacids were emitted by CI vehicles but are also prevalent in secondary organic aerosols, so they cannot be considered unique tracers. Hopanes and steranes were present in lubricating oil with similar composition for both gasoline and diesel vehicles and were negligible in gasoline or diesel fuels. CI vehicles emitted greater total amounts of hopanes and steranes on a mass per mile basis, but abundances were comparable to SI exhaust normalized to TC emissions within measurement uncertainty. The combustion-produced high-molecular-weight PAHs were found in used gasoline motor oil but not in fresh oil and are negligible in used diesel engine oil. The contributions of lubrication oils to abundances of these PAHs in the exhaust were large in some cases and were variable with the age and consumption rate of the oil. These factors contributed to the observed variations in their abundances to total carbon or PM2.5 among the SI composition profiles.     

Evolution of vehicle exhaust particles in the atmosphere

Aerosol mass spectrometer (AMS) measurements are used to characterize the evolution of exhaust particulate matter (PM) properties near and downwind of vehicle sources. The AMS provides time-resolved chemically speciated mass loadings and mass-weighted size distributions of nonrefractory PM smaller than 1 microm (NRPM1). Source measurements of aircraft PM show that black carbon particles inhibit nucleation by serving as condensation sinks for the volatile and semi-volatile exhaust gases. Real-world source measurements of ground vehicle PM are obtained by deploying an AMS aboard a mobile laboratory. Characteristic features of the exhaust PM chemical composition and size distribution are discussed. PM mass and number concentrations are used with above-background gas-phase carbon dioxide (CO2) concentrations to calculate on-road emission factors for individual vehicles. Highly variable ratios between particle number and mass concentrations are observed for individual vehicles. NRPM1 mass emission factors measured for on-road diesel vehicles are approximately 50% lower than those from dynamometer studies. Factor analysis of AMS data (FA-AMS) is applied for the first time to map variations in exhaust PM mass downwind of a highway. In this study, above-background vehicle PM concentrations are highest close to the highway and decrease by a factor of 2 by 200 m away from the highway. Comparison with the gas-phase CO2 concentrations indicates that these vehicle PM mass gradients are largely driven by dilution. Secondary aerosol species do not show a similar gradient in absolute mass concentrations; thus, their relative contribution to total ambient PM mass concentrations increases as a function of distance from the highway. FA-AMS of single particle and ensemble data at an urban receptor site shows that condensation of these secondary aerosol species onto vehicle exhaust particles results in spatial and temporal evolution of the size and composition of vehicle exhaust PM on urban and regional scales.     

Investigation of the ultraviolet photolysis method for the determination of organic nitrogen in aerosol samples

The research objective was to adapt the ultraviolet (UV)-photolysis method to determine dissolved organic nitrogen (DON) in aqueous extracts of aerosol samples. DON was assumed to be the difference in total concentration of inorganic nitrogen forms before and after sample irradiation. Using a 2(2) factorial design the authors found that the optimal conversion of urea, amino acids (alanine, aspartic acid, glycine, and serine), and methylamine for a reactor temperature of 44 degrees C occurred at pH 2.0 with a 24-hr irradiance period at concentrations <33 microM of organic nitrogen. Different decomposition mechanisms were evident: the photolysis of amino acids and methylamine released mainly ammonium (NH4+), but urea released a near equimolar ratio of NH4+ and nitrate (NO3-). The method was applied to measure DON in the extracts of aerosol samples from Tampa, FL, over a 32-day sampling period. Average dissolved inorganic (DIN) and DON concentrations in the particulate matter fraction PM10 were 78.1 +/- 29.2 nmol-Nm(-3) and 8.3 +/- 4.9 nmol-Nm(-3), respectively. The ratio between DON and total dissolved nitrogen ([TDN] = DIN + DON) was 10.1 +/- 5.7%, and the majority of the DON (79.1 +/- 18.2%) was found in the fine particulate matter (PM2.5) fraction. The average concentrations of DIN and DON in the PM2.5 fraction were 54.4 +/- 25.6 nmol-Nm(-3) and 6.5 +/- 4.4 nmol-Nm(-3), respectively.     

Idle emissions from heavy-duty diesel vehicles: review and recent data

Heavy-duty diesel vehicle idling consumes fuel and reduces atmospheric quality, but its restriction cannot simply be proscribed, because cab heat or air-conditioning provides essential driver comfort. A comprehensive tailpipe emissions database to describe idling impacts is not yet available. This paper presents a substantial data set that incorporates results from the West Virginia University transient engine test cell, the E-55/59 Study and the Gasoline/Diesel PM Split Study. It covered 75 heavy-duty diesel engines and trucks, which were divided into two groups: vehicles with mechanical fuel injection (MFI) and vehicles with electronic fuel injection (EFI). Idle emissions of CO, hydrocarbon (HC), oxides of nitrogen (NOx), particulate matter (PM), and carbon dioxide (CO2) have been reported. Idle CO2 emissions allowed the projection of fuel consumption during idling. Test-to-test variations were observed for repeat idle tests on the same vehicle because of measurement variation, accessory loads, and ambient conditions. Vehicles fitted with EFI, on average, emitted approximately 20 g/hr of CO, 6 g/hr of HC, 86 g/hr of NOx, 1 g/hr of PM, and 4636 g/hr of CO2 during idle. MFI equipped vehicles emitted approximately 35 g/hr of CO, 23 g/hr of HC, 48 g/hr of NOx, 4 g/hr of PM, and 4484 g/hr of CO2, on average, during idle. Vehicles with EFI emitted less idle CO, HC, and PM, which could be attributed to the efficient combustion and superior fuel atomization in EFI systems. Idle NOx, however, increased with EFI, which corresponds with the advancing of timing to improve idle combustion. Fuel injection management did not have any effect on CO2 and, hence, fuel consumption. Use of air conditioning without increasing engine speed increased idle CO2, NOx, PM, HC, and fuel consumption by 25% on average. When the engine speed was elevated from 600 to 1100 revolutions per minute, CO2 and NOx emissions and fuel consumption increased by >150%, whereas PM and HC emissions increased by approximately 100% and 70%, respectively. Six Detroit Diesel Corp. (DDC) Series 60 engines in engine test cell were found to emit less CO, NOx, and PM emissions and consumed fuel at only 75% of the level found in the chassis dynamometer data. This is because fan and compressor loads were absent in the engine test cell.